Brake control system

ABSTRACT

According to the present invention, there is provided a method and system for providing brake control, autobrake and antiskid brake functionality by recognizing that the only difference between the three functions is the amount of deceleration they allow. Unlike a conventional system where the pedals represent brake pressure, the present invention interprets pedal commands as desired deceleration. The method and system involve controlling acceleration of a wheel reference speed and setting a desired slip based on autobrake settings, pedal positions, and various parameters. A proportional/integral/derivative algorithm controls wheel speed and is monitored for normal operation. Abnormal operation generates control parameters which are used to alter the wheel reference speed and its deceleration. Additionally, vehicles using the invention will benefit from improved yaw stability, even brake temperatures and differential braking during antiskid operation.

FIELD OF THE INVENTION

The present invention relates generally to brake control systems, andmore particularly to antiskid and autobrake control systems foraircraft.

BACKGROUND OF THE INVENTION

Brake control systems have been in widespread use for several years.Generally speaking, depressing a brake pedal allows pressure from ahydraulic supply to reach the brake. Brake pressure creates a force onbrake rotors and stator which thru brake friction create a torquedecelerating the wheel. The wheel starts to slip which creates a dragforce on the axle slowing down the vehicle.

Antiskid brake control systems also have been in widespread use for manyyears. In the simplest sense, an antiskid brake control system comparesthe speed of a vehicle derived from a wheel speed sensor (and wheelradius) to the vehicle speed derived from a secondary or referencesource. If the wheel is determined to be skidding an excessive amount,then brake pressure applied to the wheel is released and the wheel isallowed to spin back up to the appropriate speed.

Autobrake brake control systems for aircraft have also been inwidespread use for many years. Essentially, autobrake functionalityallows the pilot to arm the rejected take off (RTO) setting prior totakeoff or to select from several automatic deceleration levels forlanding. After landing, pressure is automatically applied to the brakesafter touchdown independent of the pilot's brake pedals. In multiwheelvehicles, the same pressure is usually applied to all the wheels. Thesystem regulates brake pressure to compensate for the effects such asaircraft drag, thrust reversers, and spoilers to maintain the selecteddeceleration level. A typical autobrake system has at least three levelsof deceleration: low, medium, and maximum. Depending on the selectedlevel of deceleration, the plane will automatically decelerate afterlanding.

In a manner similar to the autobrake systems, deceleration throughpilot-controlled braking can also be assisted or controlled. Apilot-controlled system might function to obtain a desired decelerationfrom pilot pedals, rather than an autobrake setting. The desireddeceleration setting is then used to scale the desired deceleration to avalue between zero and the maximum deceleration of which the vehicle iscapable based on factors such as aircraft geometry and tire/runwayfriction.

There are, of course, major problems that immediately become apparent inany brake control system. One problem is that antiskid, autobrake, andpilot-controlled braking are typically controlled by separate functions.When separated, it is possible for one type of calculated decelerationfunction, such as antiskid, to interfere with the calculation of anotherdeceleration function, such as the autobrake function. Among the manychallenges that must be overcome in designing an antiskid braking systemare: the set point for an antiskid brake control is unknown becauseactual surface coefficients of friction are unknown; the system isunidirectional in that the wheel can only be slowed down by the brake;and system must have a brake with a response lag small enough to managewheel locking that might occur after 2.5-5 milliseconds (ms) of braking.

In addition, determining the appropriate amount of skidding and theappropriate reference velocity can be particularly problematic. Theappropriate amount of skidding is described by the much discussed butseldom measured mu-slip curve. Typically such curve is represented bythe coefficient of friction μ (mu) between the wheel and the runningsurface on a vertical axis and the slip ratio on the horizontal axis. Aslip ratio of zero is when the wheel is not skidding while a slip ratioequal to one represents a fully locked wheel.

The amplitude and peak location of the mu-slip curve unfortunately canvary substantially for different running surfaces or even the samerunning surface. A lower amplitude mu-slip curve may represent an ice orwater patch. Ideally, the antiskid brake control system should allow thewheel to slip at the peak of the mu-slip curve which provides themaximum stopping power. Antiskid brake control systems are commonlyaccepted to be ninety percent efficient which means that, on average,the control system should be within ten percent of the mu-slip peakregardless of the value or location of the peak. However, since themu-slip curve depends on so many variables (e.g., and without beinglimited thereby, tire tread groove pattern, tire tread compound,temperature, tire pressure, running surface material and finish, etc.),the mu-slip curve begins to resemble a random variable. This makes itdifficult for conventional antiskid brake control systems to trackadequately the peak of the mu-slip curve.

Recently there have been efforts to utilize optimal state estimationtechniques, such as Kalman filters, in antiskid brake control systems.For example, U.S. Pat. No. 4,679,866 to van Zanten et al. discusses amethod for ascertaining a set-point braking moment using a Kalmanfilter. U.S. Pat. No. 4,715,662 to van Zanten et al. describes a methodfor determining an optimal slip value using a Kalman filter. Inaddition, U.S. Pat. No. 6,220,676 to Rudd describes a sophisticatedsystem and method for antiskid control and is incorporated herein byreference.

Autobrake systems typically apply the same pressure to each brake. Suchapplication can create a lack of yaw stability because brake frictioncan vary substantially from brake to brake. The variation in brakefriction can be due to differences in material, wear or temperature.Assume for the moment that brakes on the left side of the vehicle havetwice the friction as those on the right. Equal pressure applied to eachbrake would result in twice as much torque and drag on one side of thevehicle than on the other. The unbalanced drag would cause the vehicleto veer sharply toward the side with increased torque. In an airplane,even if a pilot were able to keep the aircraft on the runway using thenose wheel, the uneven brake torque would cause the left wheel to heatup much more than the right. A hot brake takes longer to cool, therebycausing a potential delay in the departure of the plane's next scheduledflight.

Antiskid operation can also cause a lack of yaw stability, depending onthe type of hydraulic valve used. If a cross wind occurs at high speedwhere nose wheel steering is disabled, a pilot would compensate for thewind by altering brake pressure. For example, if the cross wind causes aplane to veer left, the pilot can release pressure from the left brakepedal so that more brake pressure exists on the wheel than on the left,causing the plane to veer right and compensate for the cross wind.However, the pilot may be asking for three thousand pounds per squareinch (psi) but the antiskid has determined that the runway will onlysupport two thousand psi of hydraulic pressure. The pilot has to reducepressure one thousand psi on the inside brake before any directionalcontrol occurs and during this time stopping distance is increasing.

Another situation where differential braking is desirable is when theleft side of the vehicle is on a low friction surface and the right on ahigh friction surface where the pilot is requesting full pressure. Thevehicle will normally veer to the right. The pilot will have to reducethe right pedal to regain directional control. Unfortunately, the rightbrake is capable of providing most stopping power in this situation sothat stopping distance must necessarily increase at a time when thepilot has decided that minimum stopping distance is desired.

In view of the aforementioned shortcomings associated with conventionalantiskid brake control systems, there is a need in the art for acombined brake control, autobrake and antiskid control system capable ofaccurately and reliably ascertaining and implementing relevantparameters.

BRIEF SUMMARY OF THE INVENTION

According to the present invention, there is provided a method forimplementing brake control, autobrake and antiskid brake control of awheel of a vehicle. The method comprises the steps of: receiving a brakecommand derived from at least a brake pedal input duringoperator-controlled braking and from at least an autobrake settingduring autobraking; receiving a measured wheel speed of the wheel; andproducing an output pressure signal for effecting brake pressure on thewheel, the output pressure signal being based on a comparison of themeasured wheel speed and a calculated wheel speed set point as wellwheel speed derived acceleration and wheel acceleration set pointindicative of a predetermined deceleration and slip, the wheel speed setpoint being derived from at least the brake command and a wheelreference speed.

Also according to the present invention, there is provided a method forcontrolling the speed of a wheel of a vehicle. The method comprises:receiving a measured wheel speed; receiving a brake command derived fromat least a brake pedal input during operator-controlled braking and fromat least an autobrake setting during autobraking; generating a wheelspeed set point indicative of a predetermined deceleration and slip, thewheel speed set point derived from at least the brake command and awheel reference speed; and triggering an increase in the wheel referencespeed and a momentary decrease of the predetermined deceleration basedupon the integration of the difference between the measured wheel speedand the wheel speed set point.

Also according to the present invention, there is provided a method forcontrolling braking. The method comprises calculating a firstacceleration received from a brake command from pilot or autobrakesystem; calculating a second acceleration from a change in referencewheel speed during an antiskid cycle; using the first acceleration tonormalize the second acceleration; and calculating an accelerationmodifier from the normalized second acceleration.

In further accordance with the present invention, there is provided abrake control, autobrake, and antiskid controller for effecting brakecontrol of a wheel of a vehicle. The controller comprises an input forreceiving a brake command derived from at least a brake pedal inputduring operator-controlled braking and from at least an autobrakesetting during autobraking; an input for receiving a measured wheelspeed of the wheel; and a control block for producing an output pressuresignal for effecting brake pressure on the wheel, the output pressuresignal being based on a comparison of the measured wheel speed and acalculated wheel speed set point indicative of a predetermineddeceleration as well wheel speed derived acceleration and wheelacceleration set point, the wheel speed and acceleration set pointsbeing derived from at least the brake command and a wheel referencespeed.

To the accomplishment of the foregoing and related ends, the invention,then, comprises the features hereinafter fully described andparticularly pointed out in the claims. The following description andthe annexed drawings set forth in detail certain illustrativeembodiments of the invention. These embodiments are indicative, however,of but a few of the various ways in which the principles of theinvention may be employed. Other objects, advantages and novel featuresof the invention will become apparent from the following detaileddescription of the invention when considered in conjunction with thedrawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagram illustrating the basic elements of a brake controlsystem according to the present invention;

FIG. 2 is a plot of deceleration trajectories for various autobrakewheel speed set points;

FIGS. 3A-C are plots of wheel speed versus time showing controloscillations and illustrating brake control functionality;

FIGS. 3D-E are plots of wheel speed versus time illustrating thecalculation of the acceleration modifier according to the presentinvention;

FIG. 3F is a plot of the derivative term versus time;

FIG. 3G is a plot of measured wheel speeds when the tire radius differsto illustrate the functionality of the tire radii compensator;

FIG. 4 is a flowchart generally illustrating the functionality of abrake control system according to the present invention;

FIG. 5 is a flowchart generally illustrating the functionalityassociated with reading inputs and mapping commands to wheels of avehicle according to the present invention;

FIG. 6 is a flowchart generally illustrating the functionalityassociated with compensating for varying tire radii according to thepresent invention;

FIG. 7 is a flowchart generally illustrating the functionalityassociated with the acceleration controller according to the presentinvention;

FIG. 8 is a flowchart generally illustrating the functionalityassociated with the trajectory generator according to the presentinvention;

FIGS. 9A-B are flowcharts generally illustrating the functionalityassociated with the PID controller according to the present invention;

FIG. 9C illustrates an exemplary plot of modulation versus slip ratiofor the proportional term according to the present invention;

FIG. 10 is a flowchart generally illustrating the functionalityassociated with the control monitor according to the present invention;

FIG. 11 is a flowchart generally illustrating the functionalityassociated with calculating skid cycle acceleration according to thepresent invention;

FIGS. 12A-B are flowcharts illustrating the functionality associatedwith calculating the acceleration modifier according to the presentinvention;

FIG. 13 is a flowchart generally illustrating the functionalityassociated with calculating spin up cycle acceleration according to thepresent invention; and

FIG. 14 is a flowchart generally illustrating the functionalityassociated with calculating excess deceleration cycle acceleration.

DETAILED DESCRIPTION OF THE INVENTION

The present invention incorporates brake control, autobrake and antiskidfunctionality into a single brake control system. To provide antiskidfunctionality, the present invention increases wheel reference speedupon detection of a significant difference between a measured wheelspeed and a desired or commanded wheel speed trajectory and lowers idealdeceleration in response. Unlike conventional brake system, the brakepedals of the present invention represent the slip ratio and the desireddeceleration trajectory, not the hydraulic pressure request.

The present invention also utilizes proportional, integral, andderivative terms in an unconventional manner. According to the presentinvention, for example, the proportional, derivative, and integral termsare multiplicative terms, rather than additive terms. While aconventional derivative term continually digests oscillations of thesignal and has an output that is proportional to both the oscillationamplitude and frequency, the derivative term of the present inventionhas fixed duration and amplitude that is not a function of frequencycontent.

The present invention is capable of functioning with various types ofbraking systems, whether they are hydraulic or electric. Unlikeconventional systems, the system of the present invention is designedsuch that the brake pedals control wheel deceleration and slip, notbrake pad pressure (e.g. hydraulic pressure), which allows a constantfoot pressure on a brake pedal to equate to a constant deceleration;even if the brakes are hot. This prevents situations where a vehicleveers because one brake heats up more than another. Thus, yaw stabilityis improved and differential braking is better maintained duringantiskid operation when compared to a system where brake pedals controlhydraulic pressure. In addition, because the pedals controldeceleration, the system minimizes discrepancies in the heat generatedby the various brakes during the braking process. Thus, because the heatis more evenly distributed, less time is required for the hottest braketo cool down, which minimizes potential delays between flights.

The present invention will now be described with reference to thedrawings, wherein like reference labels are used to refer to likeelements throughout.

Referring initially to FIG. 1, a diagram illustrating the basic elementsof a brake control system 100 according to the present invention isprovided. For sake of simplicity, the brake control system 100represents a basic unit for controlling two wheels (left and right).However, it should be apparent to those skilled in the art that thebrake control system 100 can be extended to vehicles having more wheels.Moreover, the preferred embodiment of the present invention provides abrake control system for controlling deceleration of an aircraft.Nevertheless, it will be appreciated that the brake control system 100of the present invention has utility for virtually any type of vehicleand is not limited necessarily to aircraft.

It will also be apparent to those skilled in the art that the sameunderlying physics of the tire governs both antiskid and tractioncontrol systems and that relatively minor equation modifications can bemade to the present invention to convert the brake control system into atraction control system, or to integrate traction control into the brakecontrol system. For example, one can replace a brake pedal input with anacceleration pedal input and a brake pressure output with a throttleoutput to convert the present invention into a stand alone tractioncontrol system or integrated brake and traction control system.

While aircraft reference speed and wheel reference speed are often usedinterchangeably, one skilled in the art will recognize that aircraftreference speed is a linear velocity and wheel reference speed is arotational velocity. The wheel reference speed is defined by theaircraft reference speed divided by the wheel radius. According to thepresent invention, the wheel reference speed is initialized to wheelspeed after spin up but prior to braking. This initialization permitsthe system to function independent of, or without knowledge of, thewheel radius.

It will also be understood by those skilled in the art that differentvehicles may require different numerical parameters or gains to be usedin the control algorithm, particularly the control gains. For example, afour hundred passenger commercial transport will have a large wheelinertia that will respond more slowly than that of a two person privateaircraft. It stands to reason that larger gains will be required for thecontrol laws for the private aircraft.

As shown in FIG. 1, the control braking system has four main functionalcomponents: acceleration controller 108, trajectory generator 110, PIDcontroller 112, and Control Monitor 114. In addition, the brake controlsystem 100 shown includes an optional tire radii compensator 116functional component. Where pilot-controlled braking occurs, a brakepedal input 120 (PDL) is determined from a pilot's depression of each ofthe brake pedals 102, such as a left brake pedal and a right brakepedal. Thus, at least one PDL 120 corresponding to the position of atleast one brake pedal 102 is read at Input Reader 106 wherein the systeminputs are read. In addition, an autobrake deceleration setting (ABS)122 from an autobrake setting 104 is read at Input Reader 106.

The autobrake setting 104 is generally selected by a pilot and isdiscussed further herein with reference to FIG. 2. As shown, there arefour autobrake settings 104: MIN, MEDIUM, MAX, and RTO, althoughadditional autobrake settings 104 may exist. These settings may be set,for example, by switch or brake pedal input. It will be understood thatthe autobrake settings 104 may be vehicle-specific. Thus, the InputReader 106 receives an ABS 122, and at least one PDL 120 as inputs. ThePDL 120 can be generated by any means known in the art and representsthe pilot controlled brake pedal 102 position. The PDL 120 may be scaledto a value between zero and one. Similarly, the ABS 122 can be a valuebetween zero and RTO, where RTO is one. In addition, the Input Reader106 is configured to receive left and right wheel speeds 118 (Ws). Thewheel speed 116 can be determined by a wheel speed sensor, such as avariable reluctance device, or any other means for determining theactual speed of the wheel. From the received inputs, the Input Reader106 generates outputs of Ws 118 and a brake command 124 (BrkCmd) foreach wheel. The BrkCmd 124 is generated from the PDL 120 and/or the ABS122, as is described herein with reference to FIG. 5. The output Ws 118may be the same as the input Ws 118 such that Ws is not modified byInput Reader 106.

An acceleration controller 108 is configured to receive information fromInput Reader 106 and generate a desired acceleration 134 (Ws′_(d)), alsoreferred to herein as desired deceleration, and a commanded acceleration136 (Ws′_(cmd)), a differential brake command 130 (DiffBrkCmd) and areference wheel acceleration 132 (Ws′_(ref)) for each wheel, asdescribed herein with reference to FIG. 7. The acceleration controller108 is configured to receive the BrkCmd 124 for each wheel generated byInput Reader 106, and the control acceleration 128 (Ws′_(c)) andacceleration modifier 126 (AccMod) for each wheel generated by a controlmonitor 114 as is described herein with reference to FIGS. 10-14.

The trajectory generator 110 is configured to receive the Ws′_(d) 134generated by the acceleration controller 108 and a DiffBrkCmd 130 andWs′_(ref) 132 for each wheel also generated by the accelerationcontroller 108. In addition, the trajectory generator 110 is furtherconfigured to receive from Input Reader 106 a Ws 118 and BrkCmd 124 foreach wheel. Optionally, the trajectory generator 110 is also configuredto receive a wheel speed ratio 148 (Ws_(ratio)) from an optional tireradii compensator 116. The Ws_(ratio) 148 are used to compensate fordifferences in wheel radii due to wear, tire pressure, etc. Thegeneration of Ws_(ratio) 148 by the tire radii compensator 116 isdiscussed herein with reference to FIG. 6.

From the received inputs, the trajectory generator 110 is configured togenerate for each wheel a wheel speed error 138 (Ws_(err)), a wheelacceleration error 142 (Ws′_(err)), a wheel reference speed 140(Ws_(ref)), and a slip ratio set point 144 (SlipPt). The specificfunctionality associated with such generation and the relationshipsamong the generated outputs are described herein with reference to FIG.8.

The system 100 includes a Proportional/Integral/Derivative (PID)controller 112 for each wheel. As shown, each of the PID controllers 112is configured to receive and generate information related to the controlof a single wheel. The PID controllers 112 are each configured toreceive the Ws 118 from the Input Reader 106, as well as the Ws_(err)138, Ws′_(err) 142 and Ws_(ref) 140 from the trajectory generator 110.From the received inputs, the PID controller 112 generates an outputpressure signal 150 (Pout) representing the amount of pressure to beapplied to the wheel to control braking and a slip velocity 146(Ws_(slip)). The generation of the PID controller 112 outputs arediscussed herein with reference to FIGS. 9A-C.

The system 100 also includes a control monitor 114 for each wheel thatis configured to receive the Ws_(slip) 146 from the PID Controller 112;the Ws_(err) 138, Ws_(ref) 140, and SlipPt 144 from the trajectorygenerator 110; and the Ws′_(cmd) 136 from the acceleration controller108. From these received inputs, the control monitor 114 generates acontrol acceleration 128 (Ws′_(c)) and an acceleration modifier 126(AccMod), which are used by the acceleration controller 108 as describedherein with reference to FIG. 7. The specific functionality of thecontrol monitor 114 is described in detail herein with reference toFIGS. 10-14, and the generation of the AccMod 126 is described in detailwith reference to FIGS. 12A-B.

In addition, one embodiment of the brake control system 100 alsoincludes an optional tire radii compensator 116 for calculatingdifferences, if any, between the radii of the wheels, which aregenerally caused by differences in radii of the tires. Such differencescan be used to further refine the calculations of the trajectorygenerator 110. As shown, the tire radii compensator 116 is configured toaccept left and right Ws 118, as well as left and right wheel controlparameters 118. This information is used to generate left and rightwheel ratios 148, as described herein with reference to FIG. 6.

It will be understood that a system containing the elements of the brakecontrol system 100 can be embodied in either hardware, software, of acombination of hardware and software. Furthermore, each of the InputReader 106, acceleration controller 108, the trajectory generator 110,the PID controller 112, the control monitor 114, and the tire radiicompensator 116 are to be considered functional components and notlimited to the specific configuration disclosed in FIG. 1. It is withinthe scope of the present invention to combine functional components orseparate functional components into additional subcomponents. Forexample, the tire radii compensator 112 and trajectory generator 108 canbe combined into a single component, or the trajectory generator 108 canbe split into multiple trajectory generators 108, one for each wheel.

Each of the functional components of FIG. 1 can be embodied in one ormultiple programmable logic controllers (“PLC”); PC-based logiccontrollers (“PCLC”); one or more microprocessors; a computer orcomputing system having control software, or the like; and combinationsthereof. In addition, more than one of the functional components canexist on a single PLC or the like. The hardware/software in which atleast one of the functional components is embodied could be capable ofcontrolling simultaneous tasks, could support fieldbus I/O, and couldutilize solid state storage, such as Compact FLASH storage media. Itwill also be appreciated by those skilled in the art that each aircraftin which the brake control system is implemented will have differentcharacteristics and control requirements, and that the specificconfiguration and settings associated with the functional components maybe machine-dependent.

Turning now to FIG. 2, a plot of deceleration trajectories for variousautobrake settings is provided. As shown, the plot illustrates thedifferences between autobrake settings 104 of: MIN, MEDIUM, MAX, andRTO, although it will be understood that additional settings may exist.The autobrake setting 104 determines the trajectory of the wheelreference speed Ws_(ref) 140, which is represented by the solid line.The autobrake setting 104 also sets the amount of slip for generatingthe wheel speed set point (Ws_(sp)), which is represented by the dottedline. With reference to FIG. 1, the slope of the Ws_(ref) 140 trajectoryis the Ws′_(cmd) 136 and the slope of the dotted line is the wheelacceleration set point (Ws′_(sp)).

The autobrake settings 104 represent ideal trajectories that may beimpossible to maintain due to surface conditions. For example, it may beimpossible to utilize a MAX autobrake setting 104 on snow withoutlocking or skidding. Therefore, the autobrake setting 104 sets what maybe considered the initial Ws_(sp). When the set trajectory cannot bemaintained, new Ws_(ref) 140 and Ws_(sp) that can be maintained aregenerated. The new Ws_(ref) 140 Ws_(sp) are generated by the trajectorygenerator 110, as discussed herein with reference to FIG. 8.

Turning now to FIGS. 3A-E, plots of wheel speed versus time showingcontrol oscillations and illustrating brake control functionality areprovided. Antiskid systems function to keep vehicles within appropriatestability limits. For example, as shown in FIG. 3A, Ws 118 should remainwithin a set range or band, which can be considered a normal operatingrange, when operating under normal conditions. However, the wheel speeds118 can drop below the normal operating range for any number of reasons,such as: tire friction maximum drops, tire friction maximum locationdrops, brake friction rises, tire normal force drops, tire radiuschanges, or inadequate control. A drop in wheel speed 118 below thenormal operating range is indicative of a control inadequacy. To correctthe control inadequacy, the Ws_(sp) can be raised. Raising the Ws_(sp)can make the control adaptation self-correcting. Single or multiplecorrections of varying sizes can be applied to the Ws_(sp) until the Ws118 reenters its control band and normal control is reestablished.

Most control systems will oscillate about a Ws_(sp). The amplitude andfrequency of the oscillation is dependant on the device being controlledand the device doing the controlling. For a brake control system, themagnitudes of the transients depend on: sensor noise, mechanicaloscillations (gear walk, tire torsional and fore aft vibrations, etc.),speed of the brake, and speed of the control loops.

FIG. 3A shows the Ws_(ref) 140 and multiple Ws_(sp) in dashed black forboth medium slip and high slip. The two dashed lines might represent,for example, trajectories associated with MIN and MED autobrake settings104. The difference between the Ws 118 and the Ws_(sp) is the Ws_(err)138.

As shown in FIG. 3B, the Ws 118 oscillates within a steady state controlband 152 which is the range between the upper and lower maximum controltolerances (Control_(max)). For normal brake operation, the oscillations154 are about ½ rad/sec. As the tire slip moves up the mu-slip curve,pressure variation results in more change in wheel speed 118 than invehicle speed. When a tire goes past the peak of the mu-slip curve, asshown by excursions 154, the control loop takes time to respond and theexcursions will increase. Generally, a good brake control system willkeep the Ws 118 within the steady state control band 152. The steadystate control band 152 may have a standard deviation of about 2.5rad/sec or less. The range of the steady state control band 152 isprovided for exemplary purposes only and is not intended to limit thedisclosure or claims of the present invention. Excursions 154 greaterthan steady state control band 152 are most likely due to operation onthe wrong side of the tire mu-slip curve. If tire friction hasdecreased, the amplitude of the decreased friction excursion 154 willfurther increase and the time required to return to normal operationwill also increase.

When abnormal operation is identified (skid detected), which can happenwhen the Ws 118 drops below the Control_(max) and falls outside of thesteady state control band 152, Ws_(ref) 140 is suitably increased, whichresults in an increase in the Ws_(sp). A problem immediately apparentwith identification of a skid by changes in Ws 118 alone is that noiseon the Ws 118 signal may cause the system to erroneously detect a skid.To combat noise sensitivity, the Ws_(err) 138 signal is integrated whenthe Ws_(err) 138 is negative and its value is also used for skididentification.

Turning now to FIG. 3C, the integration of the error signal isillustrated. Antiskid systems typically cycle at around five hertz. Alimiting value on the integrator can be determined by precomputing theintegrator value that is obtained when the wheel speed error reaches−2.5 rad/sec assuming a design value of a five Hz sinusoid. With thisunderstanding, one can define a skid as occurring when the Ws_(err) 138is less than −2.5 rad/sec and the integral of a negative Ws_(err) 138 isbeyond a calculated trigger point (TrigPt). This determination method isinsensitive to noise. It should be noted that if the Ws_(err) 138 entersinto a skid more abruptly than a five Hz sinusoid, the integrator willfill up faster and trigger a skid faster. Identification of a skidresults in three events: the negative skid integrator (SkidInt) isdecremented, the Ws_(ref) 140 is increased, and the subsequentdeceleration of Ws_(ref) 140 is momentarily reduced. These events willbe described in detail below with reference to FIGS. 11-12B.

As shown, the SkidInt is turned on when Ws_(err) 138 is negative. If askid is identified by the wheel speed error being less than −2.5 rad/secand the negative skid error integrator being less than the calculatedtrigger point a skid is identified and the integrator is decremented bythe TrigPt. The decrementing process will continue to occur as SkidIntreaches its limit 156 and is discharged. A counter is incremented eachtime the SkidInt is decremented for use as will be explained withreference to FIG. 11. Finally, the SkidInt is turned off when Ws_(err)138 is positive and SkidInt has reached a precomputed value. RequiringSkidInt to reach a precomputed value avoids having the integration cycleend prematurely due to noise on Ws_(err) 138. A value of 40 percent ofTrigPt has been found to work well for the precomputed value.

Each time the SkidInt is reset, the Ws_(ref) 140 is increased. Thepresent invention utilizes an increase of about 0.3%, although othervalues may be utilized. If one increased Ws_(ref) 140 by 0.3% at eachreset in the series, Ws_(ref) 140 could grow without bound during long,deep skids. To avoid such growth, a convergent mathematical series canbe utilized. For example, the mathematical summation series$\begin{matrix}{{f\lbrack n\rbrack} = {{\sum\limits_{1}^{\infty}{1/n^{p}}} = {1 + {1/2^{p}} + {{1/3^{p}}\ldots}}}} & (1)\end{matrix}$is convergent for values of p greater than one. So rather than add 0.3%at each reset, one can add 0.3%/n^(p) where n is the number of skidintegrator resets. For example, if p were one, the first three increaseswould be 0.3, 0.15, and 0.1. For convergence however, the exponent pshould be greater than one. Setting p equal to 1.01 provides anacceptable value. It should be obvious to those skilled in the art that0.3%, p=1.01, and the series chosen are exemplary and should not beinterpreted to limit the scope of the present invention. In addition,the 0.3% gain is a maximum value only applied when the pedals are fullydepressed. Proportionately less gain is applied for lower pedalapplications. For example at half pedal application, the first skidindication might cause an increase of 0.15% in Ws_(ref) 140.

In the equations above, and in the figures and equations below, an index“i” is used to indicate a specific wheel such as left or right and toindicate array indexing. The subscript “k” is used to indicate data fromthe last cycle and the subscript “j” represents the negative going setpoint crossings. The i index is omitted when it is clear the functionoperates on only one wheel and the k subscript is omitted where it isclear that data from the current cycle is being used. In addition, thesubscript “n” is used to represent a number of triggers, “NW” is used torepresent the number of braked wheels, and “dt” represents thecomputational cycle.

Turning now to FIGS. 3D-E, the calculation of AccMod 126 is illustrated.AccMod 126 is calculated based upon the deceleration achieved by theWs_(ref) 140 in the previous antiskid cycle 158. The antiskid cycle 158is defined as the time between negative going set point crossings 160,which means that the antiskid cycle lasts from the time the Ws 118 dropsbelow the Ws_(sp) until the next time the Ws 118 drops below theWs_(sp). A few of these points j are illustrated in FIG. 3D as points 1,2, 3 and 4. Between time 1 and 2, the Ws_(ref) 140 has been increased bythe Control Monitor 114. At time 1, the Ws_(ref) 140 is stored, and attime 2 the achieved wheel reference speed deceleration (Ws′_(ach))during the antiskid cycle 158 is calculated as the difference inWs_(ref) over time:Ws′ _(ach)=(Ws _(ref)(2)−Ws _(ref)(1))/(t(2)−t(1))  (2)The achieved deceleration is normalized by the commanded deceleration,yielding a normalized achieved deceleration (NWs′_(ach)):NWs′ _(ach) =−Ws′ _(ach) /Ws′ _(cmd)  (3)The NWs′_(ach) is a number between zero and one. After being reduced,NWs′_(ach) is driven toward one by taking a weighted average of thecurrent value with the maximum value where the maximum value is one. Forexample, a raw acceleration modifier (RawAccMod) can be calculated as:RawAccMod=0.25+(1.0−0.25)*NWs′ _(ach)  (4)where 0.25 has been used as a exemplary value. For example, ifNWs′_(ach)=0.5, RawAccMod is 0.625.

The final acceleration modifier AccMod 126 is computed by applying a lowpass filter to the raw value. For example, AccMod 126 can be calculatedas:AccMod_(j)=AccMod_(j−1)+0.5*(RawAccMod−AccMod _(j−1))  (5)where the low pass filter constant of 0.5 is an exemplary value. Itshould be noted that the acceleration modifier calculation occurs at theantiskid cycling rate. For example, if the old AccMod 126 is one and theRawAccMod is 0.625, the new AccMod 126 at the next negative going setpoint crossing 160 is 0.8125. As shown in FIG. 3E, the value of AccMod126 changes only at negative going set point crossing 160.

While deceleration is being modified, such as by the accelerationcontroller 108, trajectory generator 110, and control monitor 114,control laws are also being executed by the PID controller 112. Aconventional PID control law provides a command according to thefollowing formula:Command=P+I+D  (6)

A brake system has a several variables that govern speed of response,such as: aircraft velocity, peak tire friction, tire friction peaklocation, brake friction, normal force, tire radius, brake friction, andwheel and tire inertia. Each of these variables can vary by up to aboutten to one. Therefore, PID gains that work well at one set of conditionsmay be woefully inadequate for another. According to the presentinvention, the influence of varying factors is mitigated by reformingthe control law as:Command=P*I*D  (7)

The proportional term (P) is one until the maximum desired slip ratio isachieved and is then reduced until zero when the wheel is locked. Thederivative term is one until the set point is crossed in eitherdirection.

Referring now to FIG. 3F, the derivative term (D) is decreased about 5%on negative going set point crossings 160 and increased about 5% onpositive going set point crossings 162. In addition, a derivativemultiplier then decays toward one with a bandwidth that matches thebrake to avoid overshoot. It should be obvious that the trigger pointsand reset values are nominal values and can be adjusted up or down asdesired. To avoid susceptibility to noise and harmonic content, setpoint crossings preferably do not trigger a derivative term spike unlessthe Ws′ exceeds a predetermined threshold value when the Ws 118 traversethe Ws_(sp). To avoid susceptibility to a specific frequency, a negativederivative term spike will preferably not occur unless the derivativeterm is greater than 0.99 and a positive derivative term spike will notoccur unless the derivative term is less 1.01.

In a conventional PID controller, both the proportional and derivativeterms are continuously responsive to Ws_(err) 138 and hence digest anyoscillations on Ws 118. In accordance with the present invention, theproportional and derivative terms of the PID controller 112 operate on amore limited basis: slip ratio greater than maximum and set pointcrossings. Limiting the proportional and derivative terms to suchoperation makes the PID controller 112 less sensitive to frequencycontent that might occur on Ws 118 , e.g., gear walk, hub capeccentricity, tire out of round, tire out of balance, etc.

The rate of integration of the PID controller 112 is dependent onseveral things: Ws_(err) 138, sign of Ws_(err) 138, wheel acceleration,and integration pressure. The PID controller 112 relies on integrationpressure to set the integral gain based on the following observation:low tire friction, low tire normal force or high brake friction requiresa low steady state pressure and slow absolute response rates.

By way of example, if one increased pressure for the lightest aircrafton a snowed runway at the same rate as for heaviest aircraft on thestickiest runway, it is likely that the system would quickly overshootthe ideal operating point. Therefore, if the vehicle is not in a skid,the recent history of Pout 150 can act as an indicator of how fast Pout150 can be applied. By assigning high dynamic content control to theproportional and derivative terms, the integral pressure can be variedrelatively slowly, which enables its use in setting integral gain.

Brake control, antiskid and autobrake algorithm design are more reliableif the tire radii are known. Antiskid operation depends on operating ata given percent of vehicle speed and autobrake operation requires that adesired vehicle deceleration be converted to a desired synchronous wheeldeceleration. If an independent source of vehicle velocity is notavailable, a nominal tire radius is generally assumed. Even if anindependent source were available, questions arise as to accuracy, timedelay, and fault tolerance.

Referring now to FIG. 3G, three tire speeds are speed are shown. Onetire is nominal and shown with a dashed line. One tire has a tire radiusthat is an exemplary twenty five percent above nominal and the othertire is twenty five percent below nominal. The tire with the smallerradius must spin faster than the one with the larger radius to cover thesame ground during the stop. As illustrated, wheel reference velocity140 and the deceleration are related to the nominal value by similartriangles.

Therefore, an optional tire radii compensator 116 can be used tocompensate for tire radii differences. The antiskid and autobrakealgorithms are dependent on tire radius because the desired decelerationrate is calculated based upon a nominal tire radius and the initialwheel speed is decelerated at this rate. If the true tire radius is thesame as the assumed nominal tire radius, the vehicle will decelerate atthe desired rate. If all the wheel radii are half of nominal, forexample, it would appear to the control algorithm that the vehicledeceleration is twice the desired deceleration rate. Accordingly, thecontrol algorithm would cause the brake pressure to be reduced by onehalf, causing the vehicle to decelerate at one half the desired rate.Furthermore, optional independent means for measuring vehicle speed canbe used to ensure that the vehicle decelerates at the desired rate. Suchmeans can be any method of measuring vehicle speed.

The optional tire radii compensator 116 compensates for the potentialcontrol system problem that occurs when one tire is smaller than theother(s). This discrepancy in tire size could be due to wear or underinflation for example. If not accounted for, the smaller tire willappear to have a higher deceleration. Failure to account to wheel radiidiscrepancies can cause vehicle deceleration to be less than desired. Inaddition, less energy may be dissipated in brake corresponding to thewheels with smaller radii than in brakes corresponding to wheels withlarger radii, which can cause the vehicle to pull to one side or in thedirection of the largest wheel.

Therefore, in one embodiment, a tire radii compensator 116 compensatesfor differences in wheel radii by looking at the difference in Ws 118when the tires are spun up but prior to braking. The system control goalis to decelerate the average wheel speed by the desired value. Wheelsthat are above this average wheel speed are decelerated proportionatelygreater than wheels that are below this speed.

Having generally described the system functionality, the brake controlsystem 100 will be described in detail with reference to its functionalcomponents.

Turning to FIG. 4, a flowchart generally illustrating the functionalityof a brake control system 100 according to the present invention isprovided. The specific functionality of the process blocks of FIG. 4 isdescribed in FIGS. 5-14. The basic flow commences at start block 402,from which information flows to process block 500 wherein the systeminputs are read. This functionality is associated with Input Reader 106and the system inputs include Ws 118, PDL 120, and ABS 122.

Progression continues to process block 600 wherein tire radiicompensation is performed by the tire radii compensator 116. It will beunderstood that brake control systems such as brake control system 100can function without tire radii compensation as described above. In suchembodiments, progression flows directly from process block 500 toprocess block 700.

Progression then continues to process block 700 wherein accelerationcontrol is performed by the acceleration controller 108. Flow continuesto process block 800 wherein calculations are performed by thetrajectory generator 110.

Flow then progresses to process block 900 wherein calculations areperformed by the PID controller 112, which generates the system outputPout 150. Progression continues to process block 1000 whereincalculations are performed by the control monitor 114.

Flow then continues to decision block 404 wherein a determination ismade whether the process has reached its conclusion. A negativedetermination causes flow to loop back to process block 500 and apositive determination causes flow to continue to termination block 406.

Turning next to FIG. 5, a flowchart generally illustrating thefunctionality associated with Input Reader 106 is provided. Flow forprocess block 500 of FIG. 4 commences at start block 502, from whichprogress is made to process block 504, wherein each of the Ws 118 areread. The Ws 118 can be determined by any means known in the art, suchas a sensor at the wheels. Progression then flows to process block 506wherein each of the PDL 120 are read.

Flow then continues to decision block 508 wherein the ABS 122 is read.Progression then flows to decision block 510 wherein a determination ismade whether either the autobrake system is OFF or if the brake pedals102 are depressed. For example, the system may determine that that abrake pedal 102 is depressed if the PDL 120 corresponds to a brake pedal102 that is more than two percent depressed.

A positive determination at decision block 510 causes progression toflow to process block 512 wherein the BrkCmd 124 are generated from atleast the PDL 120 for each wheel. The BrkCmd 124 can be used to generatethe desired slip ratio and desired deceleration. Flow then continues toprocess block 516 wherein the BrkCmd 124 for each wheel is mapped to theappropriate wheel.

A negative determination at decision block 510 causes progression toflow to process block 514 wherein the BrkCmd 124 are generated from atleast the ABS 122 for each wheel. Flow then continues to process block516 wherein the BrkCmd 124 for each wheel is mapped to the appropriatewheel. Progression then flows to termination block 518.

The PDL 120 and ABS 122 each range from zero to one. The PDL 120 can beadjusted to match brake pedal 102 sensitivity settings and the ABS 122can be adjusted to match the autobrake settings 104. In one embodiment,range restrictions, rate limiting, and filtering are also applied eitherto the PDL 120 or the BrkCmd 124.

The BrkCmd 124 represent desired levels of deceleration on a scale fromzero to one where one represents the maximum the vehicle is capable of.The primary sources of deceleration are due to braking and reversethrust. The maximum deceleration from braking can be obtained fromflight test data or can be pre-calculated as:Ws′ _(max brake) =−g(μ_(p) /R _(n))/[1+(c/b){1+(h/c)μ_(p)}]  (8)where: μ_(p) is the peak friction anticipated between the tire and therunway, g is gravity, R_(n) is the nominal tire rolling radius, h is theheight of the center of mass of the vehicle, b is the distance from thecenter of mass to the nose wheel axle, and c is the distance from thecenter of mass to the main landing gear axle. If all the main axles arenot on the same axis, the average distance can be used.

The maximum deceleration from reverse thrust can be obtained from testdata or precalulated using:Ws′ _(max thrust)=(Fth/Wgt)*g/R _(n))  (9)where Fth is the maximum reverse thrust and Wgt is the minimum weight ofthe vehicle. The maximum deceleration of the vehicle is:Ws′ _(max) =Ws′ _(max brake) +Ws′ _(max thrust)  (10)

The BrkCmd 124 further represents desired levels slip ratio on a scalefrom zero to one where one represents the maximum the tire is capableof. The maximum slip ratio the tire can support is generally accepted tobe ten percent. A precomputed value is used in the invention but thealgorithm is insensitive to the actual value. Consider for example, ifthe invention uses a value of 10% while the actual value was 13% and thepedals are fully depressed. Since the wheel reference speed isdecelerated at the maximum rate, a vehicle decelerating at less than themaximum rate will have the wheel reference speed and hence the wheelspeed set point quickly reach the thirteen percent slip point. At thistime, the provisions provided by the invention while increase thereference velocity such that the wheel speed set point stays at themaximum slip of thirteen percent.

If the autobrake is ON, the Ws_(ref) 140 is commanded to change at adesired rate, such as listed in Table 1.

TABLE 1 Autobrake/Antiskid Settings Pilot Desired Commanded Re- VehicleAccel (Ws′_(cmd)) Desired quest Accel (ft/sec²) (rad/sec²) Slip RatioMIN ⅛ * Maximum ⅛ * Ws′_(max) ⅛ * Slip_(max) MED ¼ * Maximum ¼ *Ws′_(max) ¼ * Slip_(max) MAX ½ * Maximum ½ * Ws′_(max) ½ * Slip_(max)RTO Maximum Ws′_(max) Slip_(max) Pedal ½ * (PDL_(L) + ½ * (PDL_(L) + ½ *(PDL_(L) + PDL_(R)) ± ½ * PDL_(R)) PDL_(R)) * Ws′_(max) DBCGain *(PDL_(L) − PDL_(R)) * Slip_(max)

As shown in Table 1, the pilot may select four levels of braking. Itwill be appreciated that Table 1 contains exemplary information, thatadditional autobrake settings may exist, and that the values associatedwith such settings are not intended to limit the scope of the presentinvention. As shown, the settings differ by a factor of two.

If a pilot wants to control the braking, the average pedal positions arescaled to represent from zero to maximum braking and the individual slipratio set points are scaled to from 0 to ten percent. In this manner,differential braking is allowed. For example, if one pedal is fullydepressed and one is not, only half of the vehicles' maximumdeceleration can be maintained but full slippage is commanded on thebraked wheel.

Turning now to FIG. 6, a flowchart generally illustrating thefunctionality associated with the tire radii compensator 116 isprovided. Flow for process block 600 of FIG. 4 commences at start block602, from which progress is made to decision block 604, wherein adetermination is made whether tire radius compensation is to beperformed. A negative determination causes progression to terminationblock 610.

A positive determination at decision block 604 causes progression toprocess block 606, wherein average wheel speed (Ws_(avg)) is computed.The Ws_(avg) and can be calculated as: $\begin{matrix}{{Ws}_{avg} = {\sum\limits_{1}^{NW}{{Ws}_{(i)}/{NW}}}} & (11)\end{matrix}$

Progression then continues to process block 608 wherein the wheel ratio(Ws_(ratio)) 148 is computed for each wheel, after which flow continuesto termination block 610. The Ws_(ratio) 148 can be computed as:

 Ws _(ratio)(i)=Ws(i)/Ws _(avg) i=1, NW  (12)

Tire radius compensation takes place when the wheels are free rolling.Free rolling conditions include: command to actuators are zero, Ws 118are within twenty percent of one other, and weight is on the wheels. Inaddition, the wheel ratio 148 is limited to about 0.7 to 1.1 based uponthe range of tire ratios obtainable with over and under inflation. Also,the wheel radius compensation algorithm requires that differences in Ws118 are attributable to wheel radius only, and not braking or turning.Therefore, the following conditions are preferable for wheel radiuscompensation: both Ws should be above a set minimum based upon a turningradius versus speed relationship; both brake stack pressures are zero;Ws 118 are increasing at no more than the rate that occurs duringmaximum forward thrust; slip ratio is less than 15%; and Ws 118 arewithin a predefined amount of one another.

Turning now to FIG. 7, a flowchart generally illustrating thefunctionality associated with the acceleration controller 108 isprovided. Flow for process block 700 of FIG. 4 commences at start block702, from which progress is made to process block 704, wherein theaverage brake command BrkCmd (BrkCmd_(avg)) is calculated as:$\begin{matrix}{{BrkCmd}_{avg} = {\sum\limits_{1}^{NW}{{{BrkCmd}(i)}/{NW}}}} & (13)\end{matrix}$

Progression then continues to process block 706, wherein the DiffBrkCmd130 are calculated. For the system of FIG. 1, the left and rightDiffBrkCmd 130 can be calculated from the following equations:$\begin{matrix}{{{Diff}(i)} = {\frac{1}{2}\left( {{\sum\limits_{1}^{NW2}{{BrkCmd}(i)}} - {\sum\limits_{{NW2} + 1}^{NW}{{BrkCmd}(i)}}} \right)}} & (14)\end{matrix}$  DiffBrkCmd(i)=BrkCmd _(avg) +DBCGain*Diff(i) i=1,NW/2  (15)DiffBrkCmd(i)=BrkCmd _(avg) −DBCGain*Diff(i) i=NW/2+1, NW  (16)where DBCGain is a differential brake command gain constant. If theDBCGain is one, and both pedals are depressed equally, both of theDiffBrkCmd will equal the average brake command BrkCmd_(avg). If theleft pedal is fully depressed and the right not at all, the left wheelswill have a BrkCmd 124 of one and the right zero. While the BrkCmd_(avg)is used to set the deceleration of the Ws_(ref) 140, the BrkCmd 124 areused to set the desired slip ratio and hence the Ws_(sp). It may be thecase that when one pedal 102 is fully depressed and the other released,the vehicle could veer to one side. Such veer allows a pilot to utilizethe pedals 102 as a steering mechanism. Further, the DBCGain may bereduced, which in turn reduces steering authority. In aircraft, therelative authority of the rudder for directional control reduces at lowspeed as aerodynamic forces diminish. In this event, it may be desirableto have a low DBCGain at high speed and a higher DBCGain at speeds tobalance steering authority during the course of a stop.

Flow then progresses to process block 708 wherein the commandedacceleration 136 (Ws′_(cmd)) is calculated. The Ws′_(cmd) 136 can becalculated as:Ws′ _(cmd) =BrkCmd _(avg) *Ws′ _(max)  (17)where Ws′_(max) is maximum acceleration.

Flow then continues to process block 710 wherein the averageacceleration modifier (AccMod_(avg)) is calculated as: $\begin{matrix}{{AccMod}_{avg} = {\sum\limits_{1}^{NW}{{{AccMod}(i)}/{NW}}}} & (18)\end{matrix}$

Progression then continues to process block 712 wherein the commandedacceleration is modified by the average acceleration modifier togenerate the desired wheel acceleration 134 (Ws′_(d)). The Ws′_(d) 134can be calculated as:Ws′ _(d) =AccMod _(avg) *Ws′ _(cmd)  (19)

Flow then continues to process block 714 wherein average controlacceleration (Ws′_(c avg)) is calculated as: $\begin{matrix}{{Ws}_{c\quad{avg}}^{\prime} = {\sum\limits_{1}^{NW}{{{Ws}_{c}^{\prime}(i)}/{NW}}}} & (20)\end{matrix}$

Progression then flows to process block 716 wherein the wheel referenceacceleration 132 (Ws′_(ref)) is calculated, after which flow progressesto termination block 718. The Ws′_(ref) 132 can be calculated as:Ws′ _(ref) =Ws′ _(d) +Ws′ _(c avg)  (21)

Turning next to FIG. 8, a flowchart generally illustrating thefunctionality associated with the trajectory generator 110 is provided.Flow for process block 800 of FIG. 4 commences at start block 802, fromwhich progress is made to process block 804, wherein the acceleration isintegrated to calculate an average wheel reference speed (Ws_(ref avg)).The Ws_(ref avg) can be calculated as:Ws _(ref avg)(k)=Ws _(ref avg)(k−1)+Ws′ _(ref) *dt  (22)

Flow then progresses to process block 806 wherein each wheel's Ws_(ref)140 is calculated. The Ws_(ref) 140 can be calculated as:Ws _(ref)(i)=Ws _(ref avg) *Ws _(ratio)(i) i=1, NW  (23)

Following calculation of Ws_(ref) 140, progression continues to processblock 808 wherein the slip ratio set points 144 (SlipPt) are calculatedfor each wheel. The SlipPt 144 can be calculated as:SlipPt(i)=BrkCmd(i)*Slip_(max) i=1, NW  (24)where Slip_(max) is the maximum slip ratio.

Progression then continues to process block 810, wherein the wheel speedset points (Ws_(sp)) are calculated for each wheel. The Ws_(sp) can becalculated as:Ws _(sp)(i)=(1.0−SlipPt(i))*Ws _(ref)(i) i=1, NW  (25)Flow then continues to process block 812 wherein the wheel speed errorsignal 138 (Ws_(err)) is calculated for each wheel. The Ws_(err) 138 canbe calculated as:Ws _(err)(i)=Ws(i)−Ws _(sp)(i) i=1, NW  (26)

Progression then continues to process block 814 wherein the wheelacceleration (Ws′) is calculated by differentiating the Ws. Wheelacceleration can be calculated as:Ws′(i)=(Ws(i)_(k) −Ws(i)_(k−1))/dt i=1, NW  (27)

Flow then continues to process block 816 wherein wheel acceleration setpoints (Ws′_(sp)) are calculated. The Ws′_(sp) can be calculated as:Ws′ _(sp)(i)=Ws _(ratio)(i)*(Ws′ _(d)*(1.0−SlipPt(i))−(Ws_(err)(i)/ActRespTime))i=1, NW  (28)where ActRespTime is actuator response time. The term with Ws′_(d) 134represents the steady state deceleration desired of the wheel. TheWs_(err) divided by the ActRespTime represents the transientdeceleration desired of the wheel. For example, if the unbraked wheel isturns at 100 radians/second and the pedals 102 are instantly pressed tofull, the desired wheel speed set point is 90 radians per secondassuming a maximum slip ratio of ten percent. The brake cannot respondinstantly and the time that the brake takes to respond to the command isthe ActRespTime. The acceleration the wheel can possibly obtain is 10radians per second divided by the ActRespTime. Adding this term to thedeceleration set point equation improves the response time of the brakecontrol system of the present invention.

Progression then flows to process block 818 wherein the accelerationerror signal 142 (Ws′_(err)) is calculated. The Ws′_(err) 142 can becalculated as:Ws′ _(err)(i)=Ws′(i)−Ws′ _(sp)(i) i=1, NW  (29)

Following calculation of acceleration error, flow continues totermination block 820 wherein flow is terminated.

Turning now to FIGS. 9A-B, flowcharts generally illustrating thefunctionality associated with the PID controller 112. Flow for processblock 900 of FIG. 4 commences at start block 902, from which progress ismade to decision block 904, wherein a determination is made whether theBrkCmd 124 is equal to zero. A positive determination at decision block904 causes progression to process block 906 wherein the integral term(I), also referred to herein as integrator, is reset to zero for eachwheel. Progression then continues to process block 920 wherein slipvelocity is calculated.

A negative determination at decision block 904 causes progression todecision block 908. At decision block 908, a determination is madewhether the integrator is wound up or wound down. The integrator iswound up when it is equal to one and Ws_(err) 138 is positive. Theintegrator is wound down when it is equal to one and Ws_(err) 138 isnegative. Integrator wind up can cause the brake control system 100 torequire an excessively long time to return a desired operating value.Wind up can be avoided by monitoring the control loop output pressuresignal (Pout) 150. Integration does not continue if the integrator iswound up or wound down.

A positive determination at decision block 908 causes progression toprocess block 910 wherein the integrator increment (dp) is set to zero.Progression then continues to process block 918 wherein the integralterm (I) is calculated.

A negative determination at decision block 908 causes progression toprocess block 912 wherein pressure sensitivity (Psens) is calculated. Inone embodiment, pressure sensitivity calculated as:Psens(i)_(k)=1+2.0*Praw(i)_(k−1)  (30)where Praw is raw pressure and the factor of 2.0 is a present gainfactor that is vehicle-dependent.

Progression then continues to process block 914, wherein the integratorincrement (dp_(v)) due to wheel speed error is calculated. The dp_(v)can be calculated as:dp _(v) =Igain_(v) *Psens(i)*sgn(Ws _(err)(i))*dt  (31)where Igain_(v) is the integral gain for the wheel speed error. TheIgain_(v) typically ranges between zero and ten based upon vehicle sizeand may be determined by preflight simulation and flight test results.

Flow then continues to process block 916 wherein the integratorincrement (dp_(a)) due to acceleration error is calculated and added todp_(v) to yield the integrator increment (dp). The dp_(a) can becalculated as:dp _(a) =Igain_(a) *Psens(i)*(Ws′ _(err)(i))*dt  (32)where Igain_(a) is the integral gain for the wheel acceleration error.The Igain_(a) typically ranges between zero and ten based upon vehiclesize and may be determined by preflight simulation and flight testresults. It is of note that the acceleration error is used in thecalculation of the integral term so that noise amplified by thedifferentiation of Ws 118 will be removed by the integration process.The total integral pressure change, dp can then be calculated as:dp=dp _(v) +dp _(a)  (33)

Progression then continues to process block 918 wherein the integralterm (I) is calculated. The integral term can be calculated as:I(i)_(k) =I(i)_(k−1) +dp  (34)

Flow then continues to process block 920 wherein slip velocity 146(Ws_(slip)) is calculated. The Ws_(slip) 146 can be calculated as:Ws _(slip)(i)=Ws _(ref)(i)−Ws(i) i=1, NW  (35)

Progression then flows to process block 922 wherein the slip ratio(Slip) is calculated. The slip ratio can be calculated as:Slip(i)=Ws _(slip)(i)/Ws _(ref)(i) i=1, NW  (36)

Progression then continues to process block 924, wherein theproportional term (P) is calculated. The proportional term can becalculated as:P(i)=SlipModCurve[Slip(i)]  (37)where SlipModCurve is the proportional gain versus slip ratio.

FIG. 9C provides an exemplary plot of modulation versus slip ratio forthe proportional term. As shown, the curve has a value of one untilSlip_(max), and then and drops to zero at the maximum slip ratio of100%. It will be appreciated that the particular slip ratio plot willvary and may be determined by preflight simulation and flight testresults.

Referring again to FIG. 9B, flow progresses from process block 924 todecision block 926 wherein a determination is made whether a positiveset point crossing 162 has occurred and the derivative term (D) is lessthan 1.01. To avoid susceptibility to noise and harmonic content, setpoint crossings preferably do not trigger a derivative term spike unlessthe Ws′ exceeds a predetermined threshold value when the Ws 118 traversethe Ws_(sp). To avoid susceptibility to a specific frequency, a negativederivative term spike will preferably not occur unless the derivativeterm is greater than 0.99 and a positive derivative term spike will notoccur unless the derivative term is less 1.01.

A positive determination at decision block 926 means that a positive setpoint crossing 162 has occurred, which causes progression to processblock 928 wherein the derivative term is increased. According to oneembodiment of the present invention, the derivative term is increasedfive percent with each positive set point crossing 162, although thespecific amount of increase may vary. The derivative term can beincreased according to the following equation:D(i)_(k)=1.05*D(i)_(k−1)  (38)Flow then continues to decision block 930.

A negative determination at decision block 926 causes progression todecision block 930 wherein a determination is made whether a negativeset point crossing has occurred and the derivative term (D) is greaterthan 0.99. Again, a threshold is selected to help avoid susceptibilityto noise and frequency content as discussed above with reference todecision block 926.

A positive determination at decision block 930 causes progression toprocess block 932 wherein the derivative term is decreased. According toone embodiment of the present invention, the derivative term isdecreased five percent with each negative set point crossing, althoughthe specific amount of increase may vary. The derivative term can beincreased according to the following equation:D(i)_(k)=0.95*D(i)_(k−1)  (39)Flow then continues to process block 934.

A negative determination at decision block 930 causes progression toprocess block 934 wherein the derivative term (D) is calculated. In oneembodiment, the derivative term is calculated as:D(i)_(k) =D(i)_(k−1) +Clpf _(BrBW)*(1.0−D(i)_(k−1)) i=1, NW  (40)where Clpf_(BrBW) is a low pass filter constant matching the brakebandwidth. The above-described method of adding a derivative like termhas advantages over conventional methods of differentiating the wheelspeed error signal. For example, the above-described method provides asuperior fast response without exciting gear walk. In addition, aconventional derivative term continually digests oscillations of thesignal and has an output that is proportional to both the oscillationamplitude and frequency. The above-described method can be triggered atthe gear walk frequency while maintaining an amplitude that isindependent of the gear walk amplitude. In one embodiment, thederivative term has fixed duration and an amplitude that is not afunction of frequency content.

It will be understood that the specific trigger for the derivative termis exemplary. It is often desirable to trigger the derivative termbefore crossing the set point when the tire is spinning back up. In suchinstances, for example, the invention could be modified to trigger 1 radper second before the crossing.

Flow then continues to process block 936 wherein output pressure signal150 (Pout) is calculated. The Pout 150 can be calculated as:

 Pout(i)=P(i)*I(i)*D(i) i=1, NW  (41)

Following calculation of Pout 150, progression continues to terminationblock 938 where flow is terminated. The proportional, integral, andderivative terms and Pout 150 each range from zero to one and are scaledappropriately by subsequent processes.

Turning next to FIG. 10, a flowchart generally illustrating thefunctionality associated with the control monitor 114 is provided. Flowfor process block 1000 of FIG. 4 commences at start block 1002, fromwhich progress is made to process block 1100, wherein the system checksfor skid conditions. Progression then continues to process block 1200,wherein the acceleration modifier 126 (AccMod) is calculated.

Flow then continues to process block 1300, wherein system checks forspin up conditions, after which progression continues to process block1400, wherein system checks for excess deceleration conditions.

Progression then continues to process block 1004 wherein controlacceleration 128 (Ws′_(c)) is calculated. The Ws′_(c) 128 can becalculated as:Ws′ _(c)(i)=Ws′ _(skid)(i)+Ws′ _(ed)(i)+Ws′ _(su)(i) i=1, NW  (42)where Ws′_(skid) is skid cycle acceleration, Ws′_(ed) is excessdeceleration cycle acceleration, is and Ws′_(su) is spin up cycleacceleration. Progression then continues to termination block 1006wherein flow is terminated.

Turning next to FIG. 11, a flowchart generally illustrating thefunctionality associated with determining if a skid has occurred andcalculating skid cycle acceleration is provided. A skid condition cangenerally be identified by: a slip ratio greater than Slip_(max), theintegral of negative wheel speed error is less than a predeterminedvalue, and wheel speed below its set point by more than Control_(max)where 2.5 rad/sec has been found to be a reasonable value.

Flow for process block 1100 of FIG. 10 commences at start block 1102,from which progress is made to process block 1104, wherein the skidtrigger points (TrigPt_(skid)) are calculated. Trigger points can becalculated as:TrigPt _(skid)(i)=Control_(max) *SKDTPGAIN i=1, NW  (43)where SKDPTGAIN is the constant that relates the skid cycle integral(SkidInt) to the amplitude and the frequency. The integrator triggerpoint can be determined by the integral of one quarter cycle of thenegative error signal with an amplitude of Control_(max) at the antiskidcycling frequency. As discussed, the antiskid cycling frequency may beapproximately 5 Hz.

Progression then continues to decision block 1106, wherein adetermination is made whether the skid cycle has ended. A skid cycleends when the following conditions are met: the Ws_(err) 138 is greaterthan zero, the SkidInt is greater than −0.1*TrigPt_(skid), and the skidcycle flag (Flag_(skid)) is TRUE. A positive determination at decisionblock 1106 causes progression to process block 1108 wherein Flag_(skid),SkidInt, and the skid cycle counter (n_(skid)) are all reset(Flag_(skid)(i):=FALSE, SkidInt(i):=0.0, and n_(skid)(i):=0).Progression then continues to decision block 1110.

A negative determination at decision block 1106 causes progression todecision block 1110. At decision block 1110, a determination is madewhether a skid cycle has started. A skid cycle starts when the followingconditions are met: the Ws_(err) 138 is less than zero, and theFlag_(skid)(i) is FALSE. A positive determination at decision block 1110causes progression to process block 1112 wherein the Flag_(skid)(i) isset to TRUE. Progression then continues to decision block 1114.

A negative determination at decision block 1110 causes progression todecision block 1114 wherein a determination is made whether the systemis currently in a skid cycle. A negative determination causesprogression to process block 1126. A positive determination causesprogression to process block 1116 wherein the wheel speed error signalis integrated. The skid integrator can be calculated as:SkidInt(i)_(k)=SkidInt(i)_(k−1) +Ws _(err)(i)*dt  (44)

Flow then continues to decision block 1118 wherein a determination ismade whether the vehicle is in a skid. In one embodiment, a skid occurswhen the following conditions are met: Ws_(err) 138 is below theControl_(max), and SkidInt is below TrigPt_(skid).

A negative determination causes progression to termination block 1124. Apositive determination causes progression to process block 1120 whereinthe n_(skid) is incremented and SkidInt is decremented. The n_(skid)value can be calculated as:n _(skid)(i)_(k) =n _(skid)(i)_(k−1)+1  (45)The SkidInt value can be calculated as: SkidInt(i)_(k)=SkidInt(i)_(k−1) −TrigPt _(skid)(i)  (46)

Progression then continues to process block 1122 wherein skid cycleacceleration (Ws′_(skid)) is calculated. The skid cycle acceleration canbe calculated as:Ws′ _(skid)(i)=SKDAGAIN*Ws _(ref)(i)*(SlipPt/Slip_(max))/(n_(skid)(i)^(P) *dt)  (47)where, as discussed previously, SKDAGAIN is tuning factor of about 0.3%and Slip_(max) is the maximum slip ratio. Flow then continues totermination block 1124.

Turning next to FIG. 12A-B, flowcharts generally illustrating thefunctionality associated with calculating the AccMod 126 are provided.Flow for process block 1200 of FIG. 10 commences at start block 1202,from which progress is made to process block 1204, wherein adetermination is made whether an antiskid cycle has ended. An antiskidcycle ends at a negative going set point crossing when the antiskid flag(Flag_(as)) is TRUE and the antiskid cycle timer (Time_(as)) is greaterthan half of the design cycle period.

A negative determination at decision block 1204 causes means that theantiskid cycle has not ended, thereby causing progression to decisionblock 1216. A positive determination at decision block 1204 causesprogression to process block 1206 wherein the achieved acceleration(Ws′_(ach)) is calculated. The Ws′_(ach) can be calculated as:Ws′ _(ach)(i)_(k)=(Ws _(ref)(i)_(k−1)−(Ws _(ref as)(i)_(k−1))/Time_(as)(i)  (48)where Ws_(ref as) is the antiskid cycle wheel reference speed.

Progression then flows to process block 1208 wherein the achievedacceleration is normalized. The normalized achieved acceleration(NWs′_(ach)) can be calculated as:NWs′ _(ach)(i)=−Ws′_(ach)(i)/Ws′ _(cmd)  (49)Progression then continues to process block 1210 where the rawacceleration modifier (RawAccMod) is calculated. After being reduced,NWs′_(ach) is driven to one by taking a weighted average of the currentvalue with the maximum value where the maximum value is one. Forexample, a raw acceleration modifier (RawAccMod) can be calculated as:RawAccMod(i)=0.25+(1.0−0.25)*NWs′ _(ach)(i)  (50)where 0.25 has been used as a exemplary value.

Flow then progresses to process block 1212 wherein a low pass filter isapplied to the AccMod 126. The AccMod 126 can be calculated as:AccMod(i)_(k) =AccMod(i)_(k−1)+0.5*(RawAccMod(i)−AccMod(i)_(k−1))  (51)Progression then continues to process block 1214 wherein the Flag_(as)is set to FALSE (Flag_(as):=FALSE).

Flow then continues to decision block 1216 wherein a determination iswhether an antiskid cycle has started. An antiskid cycle starts at anegative going set point crossing when the Flag_(as) is FALSE. Anegative determination at decision block 1216 means that the antiskidcycle has not started and causes progression to decision block 1224.

A positive determination at decision block 1216 causes progression toprocess block 1218 wherein the Flag_(as) is set to TRUE(Flag_(as)(i):=TRUE). Flow then continues to process block 1220 whereinthe Time_(as) is initialized (Time_(as)(i):=0.0).

Progression continues to process block 1222 wherein the antiskid cyclewheel reference speed (Ws_(ref as)) is stored. The Ws_(ref as) can bestored as:Ws _(ref as)(i)=Ws _(ref avg)  (52)

Flow continues to decision block 1224 wherein a determination is madewhether the vehicle is currently in an antiskid cycle. A negativedetermination at decision block 1224 causes progression to terminationblock 1228. A positive determination causes progression to process block1226 wherein the Time_(as) is incremented. The Time_(as) can beincremented according to the following equation.Time_(as)(i)_(k)=Time_(as)(i)_(k−1) +dt  (53)Progression then continues to termination block 1228.

Turning next to FIG. 13, a flowchart generally illustrating thefunctionality associated with calculating spin up cycle acceleration isprovided. Flow for process block 1300 of FIG. 10 commences at startblock 1302, from which progress is made to process block 1304, whereinthe spin up trigger point (TrigPt_(su)) is calculated. The TrigPt_(su)can be calculated as:TrigPt _(su)(i)=SUTP  (54)where the value of SUTP is calculated to desensitize the algorithm torebound oscillations that occur during wheel spin up. The reboundoscillations, due to the known aircraft phenomena of gear walk, forexample, increase the measured wheel speed above the free rollingunbraked speed. The amplitude and frequency of this oscillation variesfrom aircraft to aircraft. Ideally, regardless of aircraft, the resetideally triggers after one half cycle of the oscillation to minimize itseffect. Therefore, the value of SUPT can be calculated as the integralof one half cycle of a sine wave with the aircraft specific amplitudeand frequency of the corrupting signal.

Progression then continues to decision block 1306, wherein adetermination is made whether the spin up cycle has ended. A spin upcycle ends when the following conditions are met: the Ws_(slip) isgreater than zero, the spin up integrator is greater than−0.4*TrigPt_(su), and the spin up cycle flag (Flag_(su)) is TRUE. Apositive determination at decision block 1306 causes progression toprocess block 1308 wherein the spin up cycle flag (Flag_(su)) and thespin up integrator (SUInt) are reset (Flag_(su)(i):=TRUE andSUInt(i):=0.0). Progression then continues to decision block 1310.

A negative determination at decision block 1306 causes progression todecision block 1310. At decision block 1310, a determination is madewhether a spin up cycle has started. A spin up cycle starts when thefollowing conditions are met: the Ws_(slip) is less than zero, and theFlag_(su) is FALSE. A positive determination at decision block 1310causes progression to process block 1312 wherein the Flag_(su) is set toFALSE. Progression then continues to decision block 1314.

A negative determination at decision block 1310 causes progression todecision block 1314 wherein a determination is made whether the systemis currently in a spin up cycle. A negative determination causesprogression to termination block 1324. A positive determination causesprogression to process block 1316 wherein the slip velocity signal isintegrated. The spin up integrator can be calculated as:SUInt(i)_(k) =SUInt(i)_(k−1) +Ws _(slip)(i)*dt i=1, NW  (55)

Flow then continues to decision block 1318 wherein a determination ismade whether spin up conditions have been met. Spin up occurs when SUIntis below TrigPt_(su). A negative determination causes progression totermination block 1324. A positive determination causes progression toprocess block 1320 wherein the SUInt is decremented. The SUInt can bedecremented as follows:

 SUInt(i)_(k) =SUInt(i)_(k−1) −TrigPt _(su)(i)  (56)

Progression then continues to process block 1322 wherein spin up cycleacceleration (Ws′_(su)) is calculated. The spin up cycle accelerationcan be calculated as:Ws′ _(su)(i)=SUGAIN*Ws _(slip)(i)/dt  (57)where SUGAIN is a number between zero and one. If one is used, the newreference velocity 140 will equal the Ws 118. If SUGAIN is 0.5, the newWs_(ref) 140 will be half way between the current Ws 118 and the currentWs_(ref) 140, As such it is a wheel speed noise rejection feature andaircraft specific. However, SUGAIN is typically between 0.75 and 0.95.Flow then continues to termination block 1324 wherein flow isterminated.

Turning next to FIG. 14, a flowchart generally illustrating thefunctionality associated with calculating excess deceleration cycleacceleration is provided. Excess deceleration can occur when the reversethrust or other sources of deceleration are causing the vehicle todecelerate faster than the autobrake setting. Typically, this occursduring maximum thrust conditions with a light aircraft and high runwayfriction. Excess deceleration compensation routines are initiated whenthe following conditions are occur: the Ws 118 is below Ws_(sp) and thelast excess deceleration cycle has ended. The condition is terminatedwhen: the Ws 118 is greater than or equal to the Ws_(sp) or the slip ismore than 0.25.

Flow for process block 1400 of FIG. 10 commences at start block 1402,from which progress is made to process block 1404, wherein the excessdeceleration trigger point (TrigPt_(ed)) is calculated. The TrigPt_(ed)can be calculated as:TrigPt _(ed)(i)=20.0*Control _(max) *SKDTPGAIN i=1, NW  (58)

Progression then continues to decision block 1406, wherein adetermination is made whether the excess deceleration cycle has ended.In one embodiment, an excess deceleration cycle ends when the followingconditions are met: the Ws_(err) 138 is greater than zero and the excessdeceleration integrator (EDInt) is greater than −0.1*TrigPt_(ed), andthe excess deceleration cycle flag (Flag_(ed)) is TRUE. The excessdeceleration cycle also ends if the Slip is greater than 0.25. Apositive determination at decision block 1406 causes progression toprocess block 1408 wherein the excess Flag_(ed) and the EDInt are reset(Flag_(ed)(i):=TRUE and EDInt(i):=0.0). Progression then continues todecision block 1410.

A negative determination at decision block 1406 causes progression todecision block 1410. At decision block 1410, a determination is madewhether an excess deceleration cycle has started. An excess decelerationcycle starts when the following conditions are met: the Ws_(err) 138 isless than zero, and the Flag_(ed) is FALSE. A positive determination atdecision block 1410 causes progression to process block 1412 wherein theFlag_(ed) is set to FALSE. Progression then continues to decision block1414.

A negative determination at decision block 1410 causes progression todecision block 1414 wherein a determination is made whether the systemis currently in an excess deceleration cycle. A negative determinationcauses progression to termination block 1424. A positive determinationcauses progression to process block 1416 wherein the error signal isintegrated. The excess deceleration condition integrator can becalculated as:EDInt(i)_(k) =EDInt(i)_(k−1) +Ws _(err)(i)*dt  (59)

Flow then continues to decision block 1418 wherein a determination ismade whether excess deceleration conditions have been met. An excessdeceleration condition occurs when EDInt is below TrigPt_(ed). Anegative determination causes progression to termination block 1424. Apositive determination causes progression to process block 1420 whereinthe EDInt is decremented. The EDInt can be decremented according to thefollowing:EDInt(i)_(k) =EDInt(i)_(k−1) −TrigPt _(ed)(i)  (60)

Progression then continues to process block 1422 wherein excessdeceleration condition cycle acceleration (WS′_(ed)) is calculated. TheWs′_(ed) can be calculated as:Ws′ _(ed)(i)=EDGAIN*Ws _(err)(i)/dt i=1, NW  (61)where EDGAIN is a number between zero and one. Ideally, EDGAIN is one,which results in resetting the Ws_(sp) equal to the Ws 118. It willunderstood that the wheel speed signal may have noise, in which caseEDGAIN will not equal one. If it is 0.5, the new Ws_(sp) will be halfway between the current Ws 118 and the current Ws_(sp). As such it is awheel speed noise rejection feature and aircraft specific. However,EDGAIN is typically between 0.75 and 0.95. Flow then continues totermination block 1424 wherein flow is terminated.

It will be understood that there is an inherent prioritizing of stoppingdistance over yaw control in the system described herein. However, yawcontrol can be prioritized over stopping distance. In such a system, thelowest acceleration modifiers and biggest skid accelerations can be usedinstead of averaging the control accelerations and accelerationmodifiers. Since the lowest acceleration modifiers and biggest skidaccelerations are caused by the wheel on the lowest friction runways,the effect is to provide the lowest drag to each axle and balance theyaw moments. In addition, it will also be appreciated that anycombination of yaw control and stopping distance priorities can also beutilized. In addition, while the systems described herein encompassbrake control, autobrake and antiskid functionality, the system can beconfigured to perform stand alone autobrake or antiskid as well combinedautobrake and antiskid. Further, while the system can also be configuredto operate on a single wheel, or on sets of wheel pairs, instead ofoperating on the braked wheels as described herein.

1. A method for implementing brake control, autobrake and antiskid brakecontrol of a wheel of a vehicle comprising: receiving a brake commandderived from at least a brake pedal input during operator-controlledbraking or from at least an autobrake setting during autobraking;receiving a measured wheel speed of the wheel; and producing an outputpressure signal for effecting brake pressure on the wheel, the outputpressure signal being based on a comparison of the measured wheel speedand a calculated wheel speed set point indicative of a predetermineddeceleration and slip, the wheel speed set point being derived from atleast the brake command and a wheel reference speed.
 2. The method ofclaim 1, further comprising the step of generating at least one controlparameter from the measured wheel speed, the wheel reference speed andthe wheel speed set point.
 3. The method of claim 1, further comprisingthe step of generating at least one wheel ratio.
 4. The method of claim3, wherein the at least one wheel ratio is used to generate thereference speed for at least one wheel.
 5. The method of claim 1,further comprising the step of detecting at least one of: skidcondition, excess deceleration condition, and spin up condition.
 6. Themethod of claim 5, further comprising the step of increasing the wheelreference speed upon detection of a skid condition.
 7. The method ofclaim 5, further comprising the step of decreasing an accelerationmodifier upon detection of a skid condition.
 8. The method of claim 5,further comprising the step of resetting the wheel reference speed tomatch the wheel speed upon detection of spin up condition.
 9. The methodof claim 5, further comprising the step of resetting the wheel speed setpoint to match the wheel speed upon detection of excess decelerationcondition.
 10. The method of claim 1, wherein an output pressure signalis generated from a product of least two of proportional, derivative,and integral terms.
 11. The method of claim 10 wherein the integral termis a function of a wheel speed error and a wheel acceleration error. 12.The method of claim 11 wherein the wheel acceleration error is based onthe wheel speed error and an actuator response time.
 13. A brakecontroller for effecting brake control of a wheel of a vehiclecomprising: an input for receiving a brake command derived from at leasta brake pedal input during operator-controlled braking or from at leastan autobrake setting during autobraking; an input for receiving ameasured wheel speed of the wheel; and at least one controller forproducing an output pressure signal for effecting brake pressure on thewheel, the output pressure signal being based on a comparison of themeasured wheel speed and a calculated wheel speed set point indicativeof a predetermined deceleration and slip, the wheel speed set pointbeing derived from at least the brake command and a wheel referencespeed.
 14. The brake controller of claim 13, further comprising a tireradii compensator for generating wheel ratios.
 15. The brake controllerof claim 14, wherein the wheel ratios are used to generate a referencespeed for at least one wheel.
 16. The brake controller of claim 13,further comprising at least one controller for detecting at least oneof: skid condition, excess deceleration condition, and spin upcondition.
 17. The brake controller of claim 16, further comprising atleast one controller for increasing the wheel reference speed upondetection of a skid condition.
 18. The brake controller of claim 16,further comprising at least one controller for decreasing anacceleration modifier upon detection of a skid condition.
 19. The brakecontroller of claim 16, further comprising at least one controller forresetting the wheel reference speed to match the wheel speed upondetection of spin up condition.
 20. The brake controller of claim 16,further comprising at least one controller for resetting the wheel speedset point to match the wheel speed upon detection of excess decelerationcondition.
 21. The brake controller of claim 13, wherein an outputpressure signal is generated from a product of least two ofproportional, derivative, and integral terms.
 22. The brake controllerof claim 21 wherein the integral term is a function of a wheel speederror and a wheel acceleration error.
 23. The brake controller of claim22 wherein the wheel acceleration error is based on the wheel speederror and an actuator response time.